Port Klang LRT 3 Environmental Assessment

Section 3
Project Description
Proposed Light Rail Transit Line 3 from Bandar Utama to Johan Setia
Detailed Environmental Impact Assessment
SECTION 3 : PROJECT DESCRIPTION

3. SECTION 3 : PROJECT DESCRIPTION
3.1 INTRODUCTION
The main objective of the Project is to ensure better connectivity towards Kuala
Lumpur city centre from the western corridor of Klang Valley. In order to achieve
this, better integration with other existing rails such as KTM, KLJE and MRT1 is
crucial. This section provides description of the Project in terms of the proposed
alignment and stations, the planning and design basis for selection of the alignment
and station locations as well as other aspects which include the operation system
and construction methodology.
3.2 PLANNING AND DESIGN BASIS
3.2.1 Planning Basis
The over-arching principle in the development of this proposed rail network is even
network coverage, entry into the city centre, location of stations in densely
populated areas and ability to sustain future expansion. In addition, these transit
system needs to be integrated seamlessly with other public transport mode such as
buses and taxis.
Taking into account the travel corridor gap between the western part of the Klang
Valley and the city of Kuala Lumpur as identified in the GKL/KV PTMP,
PRASARANA has conducted a feasibility study in determining the best route or
alignment for the Project based on certain sets of objectives and criteria.
In terms of planning basis, the main objectives of the Project are as follows:
To be the backbone of public transport system to ensure better geographical

coverage and accessibility to the western corridor.
To facilitate better connectivity and integration with other existing public
transport networks.
To enhance future developments in terms of Transit Oriented Development.
To increase overall economic viability of the area around the corridor.
The main criteria for selection of the best route or alignment include the following:
Ridership
Ridership per km based on estimated residential population area within each

station catchment area.
Integration with existing transit such as KTM, KLJE, BRT Federal Highway
and bus network.
Connectivity to future developments (existing and future) and demand areas
that have potentially high ridership.
ERE Consulting Group 3-1

Issue 1.0/February 2015
Environmental and Social Impacts
Noise and vibration impacts expected during the construction and operation of
LRT3, particularly developments located close to the alignment or the
stations.
Social impacts, both positive and negative, are likely to affect the
communities. The social benefits include alleviation of traffic congestion,
improvements in the air quality and reductions of the travel time. The negative
impacts will be mainly from potential land acquisition, relocation and
displacement of some of the communities.
Changes to the landscape along the alignment due to the presence of the
elevated structure.
Economic and Financial
Construction and operational costs as well as economic returns of the Project

to assess its commercial viability and sustainability.
Constructability and Engineering
Construction feasibility for the proposed alignment taking into account the site
conditions and constraints.
Compliance to geometric requirements for the rail design and operation.
Local authority compliances such as local plan and Suruhanjaya
Pengangkutan Awam Darat (SPAD) Public Transport Master Plan.
Based on the Feasibility Study for LRT3, the population along the corridor is
expected to reach 2 million people by 2020 and public transport mode share to
increase to 40% in 2030. For LRT3, the daily ridership is projected to reach
approximately 70,000 by the year 2020 and around 330,000 in 2050.
3.2.2 Design Criteria
The design criteria for the Project are similar to many other transit systems in
Malaysia and around the world. These criteria ensure a safe and comfortable
environment for passengers (Table 3-1).

Table 3-1 Design Criteria
Horizontal Alignment Design Criteria and Standards

Radius 300 m for running lines (desirable)
130 m for running lines (minimum)
Transition spirals Required
Alignment through stations Tangent
Maximum applied cant 150 mm
Maximum deficiency of cant 110 mm
Cant gradient 1:500 absolute maximum
1:1200 minimum
Vertical Alignment
Vertical grade 3.0% (desirable)
5.0% (maximum)
Grade through stations 0.50%
Vertical radius 50 m (absolute minimum)
Design Speed
Running line 80 km/h (maximum)
Turnout 35 km/h (absolute minimum)
Depot 50 km/h (desirable)
25 km/h
Source: Feasibility Study for the Proposed Light Rail Transit Line 3 (Bandar Utama to Klang), 2014
3.2.3 Geological and Geotechnical Considerations
The geological and geotechnical data is important for planning and designing of the
Project especially for the foundation of the structure. These aspects will be further
investigated and evaluated to ensure successful project implementation.
The design of the foundation for the elevated structure, basement structure and
underground portion of the alignment and ground treatment will utilise subsurface
information to be obtained from the geotechnical investigation.
Site investigation works were carried out to obtain qualitative and quantitative
information on the character and engineering/geotechnical parameters of the
various subsoil strata, including the bedrock, for the design of the foundations
structure. Site investigation was carried out from November 2013 to January 2014
and detailed information on the results of the investigation is in Section 4.3 of this
report.

3.3 KEY PROJECT COMPONENTS
The Project with a total length of 36 km and 25 stations will connect Bandar Utama,
Shah Alam and Klang areas. For the Project description, the alignment is divided
into three main segments as described below:
Segment 1: One Utama Station Persada PLUS Station (Figure 3-1)

Segment 2: Persada PLUS Station Bukit Raja Station (Figure 3-2)
Segment 3: Bukit Raja Station Johan Setia Station (Figure 3-3)
The other key components include stations, depot, rolling stock, track work and
operation system.
3.3.1 Proposed Alignment
a) Segment 1: One Utama Station Persada PLUS Station
The whole Segment 1 is situated within the MBPJ area. The alignment starts at the
proposed One Utama Station near LDP and Sg Kayu Ara crossings (Figure 3-1).
The station is also an interchange station with the MRT1 in order to take advantage
of its proximity to the MRT One Utama Station and MRT Park and Ride. From One
Utama Station, the alignment traverses southwesterly along the Sg Kayu Ara river
reserve, passing by the Damansara Utama residential areas, Taman Kayu Ara
Indah, Flat Kayu Ara and Puncak Damansara Condominium. The proposed
Damansara Utama Station is located within the Sg Kayu Ara river reserve, near
the IWK treatment plant.
The alignment continues along the Sg Kayu Ara river reserve before it swings onto
the SPRINT Highway near Fella Design building. It then continues along the right
hand side (RHS) of SPRINT Highway until after PETRON petrol station where the
alignment crosses over to the left hand side (LHS) of the highway at the workshops
near the ramp to Lebuh Bandar Utama. It then skirts along the SK Bandar Utama
field and crosses over Lebuh Bandar Utama towards the proposed Tropicana
Station located the open space area after the toll plaza, opposite the Merchant
Square Business Centre.
The alignment then crosses to the RHS of NKVE towards Subang where the Lien
Hoe Station is, near the Persoft Tower and Ambank Bhd Building. From this point
onwards, the alignment travels along the RHS of the NKVE, running close to the
residential areas such as Damansara Lagenda, Villa Idaman, Vista Subang,
Damansara Idaman and Winchester at Ara Damansara. The alignment continues
further along the RHS of NKVE until the proposed Dataran Prima Station near the
Shell Petrol Station next to Damansara Lagenda.

From Dataran Prima Station, the alignment continues along the RHS of the NKVE
until after Suria Damansara condominium before it crosses to the LHS of NKVE
before the exit to Subang. The alignment continues along the exit towards the
Persada PLUS area. The Persada PLUS Station is proposed within the Persada
PLUS open space area before the Subang Toll Plaza. Some of the apartment
buildings and office buildings located near the toll plaza include Kelana DPutra
Condominium and Kelana Square. After the station the alignment crosses over
Jalan Lapangan Terbang Subang towards the Glenmarie area in Shah Alam.
The entire Segment 1 of the LRT3 alignment from One Utama Station to Persada
PLUS Station will be 7 km long and elevated (Table 3-2). The elevated structures
and viaducts will be located either on the road median or the side of the existing
roads and highway.
b) Segment 2 : Persada PLUS Station Bukit Raja Station
The whole stretch of Segment 2 is located within the MBSA area and will pass
through the Temasya, Glenmarie, Shah Alam (Stadium, Seksyen 11, Seksyen 7,
Seksyen 14) and UiTM area (Figure 3-2). After the Persada PLUS Station, the
alignment crosses Jalan Lapangan Terbang Subang onto Persiaran Kerjaya where
the Station 3 Station is located on the LHS of Persiaran Kerjaya across the
Accentra Glenmarie commercial area. Station 3 will be an interchange station with
the Kelana Jaya LRT Line. The alignment continues along Persiaran Kerjaya and
passes the Glenmarie Gardens, DRB-HICOM area and Temasya Industrial Park.
The proposed Temasya Station is proposed on the road median, fronting the
Temasya Industrial Park and Temasya Anggun residential area.
After Temasya Station, the alignment continues along the road median of
Persiaran Kerjaya towards the HICOM Glenmarie Industrial Area where Glenmarie
Station is proposed near the Shell petrol station. Some of the industries along the
alignment include A.M. Marketing Sdn Bhd, Marelli Asia Pacific Sdn Bhd and RS
Components Sdn Bhd.
After the Glenmarie Station, the alignment continues along the road median until
the end of Persiaran Kerjaya and then crosses over Jalan Subang, Sg Damansara
and North South Expressway Central Link (ELITE) towards Shah Alam Stadium
area where the Stadium (Grand Central) Station is proposed near the Shah Alam
Stadium car park area. After the Stadium (Grand Central) Station, the alignment
will travel along the LHS of Persiaran Sukan, which passes mainly the DKayangan
residential area towards the Stadium roundabout and onto Persiaran Hishamuddin.

The Persiaran Hishamuddin Station is proposed near the Shah Alam Club. The
underground segment starts about 800 m before the Persiaran Hishamuddin
Station and continues until the Section 11 area. The underground segment mainly
follows Persiaran Hishamuddin and Persiaran Dato Menteri before it resurfaces
near the Section 11 residential area. The elevated segment of the alignment then
continues to travel along Persiaran Dato Menteri until it reaches the location of the
proposed Section 14 Station at the open space area after the Pejabat Pos Besar
Shah Alam.
From the Section 14 Station, the alignment continues along Persiaran Dato
Menteri and swings towards the SIRIM area after the Persiaran Dato Menteri and
Lebuhraya Kemuning Shah Alam (LKSA) intersection. The alignment travels
westerly along the green area bordering the SIRIM area and Federal Highway until
the proposed SIRIM Station. The SIRIM Station is located on a green area along
the SIRIM side or RHS of the Federal Highway near the Persiaran Raja Muda
flyover.
After the SIRIM Station, the alignment continues to travel along the UiTM side or
RHS of the Federal Highway until the proposed UiTM Station near the existing
Shell petrol station. It continues to travel along the the UiTM side or RHS of the
Federal Highway before turning onto Persiaran Kayangan. The alignment travels
along the median of Persiaran Kayangan, passing along the UiTM entrance and
Seksyen 7 commercial area. The alignment then turns onto Persiaran Permai near
the signalised cross-junction towards the proposed I-City Station, which is next to
the SJK (T) Ladang Midlands and Tasik Section 7.
After I-City Station, the alignment continues to travel along Persiaran Permai and
passes along the residential areas (PKNS apartments) before it turns onto Lebuh
Keluli which is mainly an industrial and commercial area Bukit Raja Selatan
Industrial Park and Bukit Raja Business Centre. The proposed Bukit Raja Station
is located along the median of Lebuh Keluli in front of Bukit Raja Selatan Industrial
Area.
For Segment 2 of the LRT3 alignment from Station 3 Station to Bukit Raja Station,
about 2 km of the line will be underground (between Persiaran Hishamuddin and
Persiaran Dato Menteri) while the remaining 13 km will be elevated (Table 3-2).
Both the elevated structures and viaducts will run along the road median or the side
of the existing roads and highway.
c) Segment 3 : Bukit Raja Station Johan Setia Station
The whole segment 3 is located within MPK area and passes through Bukit Raja,
Kawasan 17, Jalan Meru, Klang town, Bandar Botanic and Johan Setia areas
(Figure 3-3).

After the Bukit Raja Station, the alignment crosses North Klang Straits Bypass
towards Bandar Baru Klang area into Persiaran Bukit Raja. The alignment follows
the Persiaran Bukit Raja, passing along the commercial and residential areas of
Bandar Baru Klang. The Kawasan 17 Station is proposed near the abandoned
Bandar Baru Klang Business Park. The alignment continues along Persiaran Bukit
Raja and passes by the KPJ Klang Specialist Hospital, The Palm Garden (under
construction), Flat Chempaka and Flat Dahlia as the alignment swings towards the
TNB power line reserve at Kawasan 17 area at the end of Persiaran Bukit Raja,
efore the North Klang Straits Bypass.
Within Kawasan 17 area, the alignment runs parallel to the TNB power line reserve
and passes along Pelangi Court apartment and into Jalan Pekan Baru and Jalan
Pekan Baru 38. It continues towards Jalan Meru and along the way, it traverses the
commercial and residential areas along Jalan Kelicap 41, Jalan Kelicap 44 and
Jalan Kelicap 45.
The alignment travels along Jalan Meru, mainly along the road median, and passes
by the commercial buildings and shop houses as well as schools (SK Meru 1 & 2,
SMK Meru) along both sides of Jalan Meru. The proposed Jalan Meru Station is
located on the open space area on the RHS of Jalan Meru, after the SMK Meru.
After the Jalan Meru Station, the alignment continues along the RHS of the Jalan
Meru until the roundabout where the alignment then follows Persiaran Sultan
Ibrahim towards the Jambatan Kota Bridge. The alignment crosses Sg Klang at the
Jambatan Kota Bridge and enters into Jalan Jambatan Kota.
The Klang Station is proposed on the RHS of the Jalan Jambatan Kota, after the
bridge adjacent to the KTMB railway track. The alignment continues along Jalan
Jambatan Kota and passes mainly institutional buildings such as MPK building,
Dewan Hamzah, Pejabat Agama Islam Klang, Kompleks Pejabat Daerah dan
Tanah Klang and Prima Klang Avenue as it travels towards Bulatan Simpang Lima.
After Bulatan Simpang Lima, the alignment travels along the RHS of Persiaran
Tengku Ampuan Rahimah and passes commercial and residential areas of Taman
Selatan as it approaches the proposed Taman Selatan Station. The Taman
Selatan Station is located on the road median before the Klang Special School on
the RHS of the road.
After the Taman Selatan Station, the alignment continues along the road median
and passes Masjid Al-Rahimiah on the left and Hospital Besar Tengku Ampuan
Rahimah on the right side before the proposed Sri Andalas Station in front of the
Taman Sri Andalas commercial area.

The alignment continues to travel along the RHS of Persiaran Tengku Ampuan
Rahimah and comes to go along the LHS of Jalan Langat until it reaches the
proposed Tesco Bukit Tinggi Station, across Tesco Bukit Tinggi. After Tesco
Bukit Tinggi Station, the alignment continues along the road median of Jalan
Langat, passing through the residential and commercial areas of Bandar Bukit
Tinggi and Bandar Botanic until it reaches the proposed AEON Bukit Tinggi
Station situated in front of AEON Bukit Tinggi open space car park area.
After the AEON Bukit Tinggi Station, the alignment continues to travel south along
the median of Jalan Langat towards Bandar Botanic area where the Bandar
Botanik Station is proposed. The station is proposed to be on the open space area
along LHS of the road where the Botanic Capital commercial area is located. The
alignment continues to travel south along LHS of Jalan Langat and passes Kota
Bayuemas, Johan Setia area and Bandar Parkland before it terminates at the
proposed Johan Setia Station/depot. The depot is located on the LHS of the road
and directly across the main entrance to Bandar Parkland.
The entire Segment 3 of the LRT3 alignment from Kawasan 17 Station to Johan
Setia depot will be 14 km long and elevated (Table 3-2). The elevated structures
and viaducts will be located either on the road median or the side of the existing
roads and highway.
Table 3-2 Station to Station Distances
Station Station Type Distance (km)

One Utama Damansara Utama Elevated 0.8
Damansara Utama Tropicana Elevated 2.4
Tropicana Lien Hoe Elevated 1.0
Lien Hoe Dataran Prima Elevated 0.7
Dataran Prima Persada PLUS Elevated 2.0
Persada PLUS Station 3 Elevated 1.0
Station 3 Temasya Elevated 1.4
Temasya Glenmarie Elevated 2.1
Glenmarie Stadium (Grand Central) Elevated 1.7
Stadium (Grand Central) Persiaran Hishamuddin Elevated 1.5
/Underground
Persiaran Hishamuddin Section 14 Underground 2.2
/Elevated
Section 14 SIRIM Elevated 1.5
SIRIM UiTM Elevated 0.9
Source: Prasarana Malaysia Berhad

Table 3-2 Station to Station Distances (Contd)
Station Station Type Distance (km)

UiTM I-City Elevated 1.9
I-City Bukit Raja Elevated 1.2
Bukit Raja Kawasan 17 Elevated 1.3
Kawasan 17 Jalan Meru Elevated 1.1
Jalan Meru Klang Elevated 1.4
Klang Taman Selatan Elevated 2.2
Taman Selatan Sri Andalas Elevated 1.2
Sri Andalas Tesco Bukit Tinggi Elevated 1.2
Tesco Bukit Tinggi AEON Bukit Tinggi Elevated 1.2
AEON Bukit Tinggi Bandar Botanic Elevated 1.2
Bandar Botanik Johan Setia Elevated 1.6
3.3.2 Stations
The LRT3 will have total of 25 stations, one of which will be underground. Out of
these, four stations will be integrated with the existing KTM, KJLE, MRT1 and BRT
which are as follows:
One Utama Station integration with MRT1 Line

Station 3 Station integration with KLJE Line
Klang Station integration with KTM Line
SIRIM Station integration with BRT Line
Summary of the stations in terms of its features, ridership and catchment areas are
tabulated in Table 3-3 while its locations are shown in Figure 3-1 to Figure 3-3.
Side platform and island platform types of stations are proposed as shown in
Figure 3-4. Side platform type station is normally proposed at sites where there are
space constraints.
The interchange stations are planned to facilitate transfer of passengers between

the proposed LRT3 Line with the existing and future rail lines as well as the BRT
Line. In addition, integration with major commercial developments both existing and
future, is crucial to ensure direct connectivity via pedestrian bridges or covered
walkways for stations located adjacent to these commercial centers to ensure
convenience to the pedestrians. With regards to this, opportunities for integration
with potential transit oriented developments are also being considered for some of
the stations.

All stations will be fully gated and equipped with Automatic Ticketing Gates, ticket
vending machines, LED and plasma displays that show train service information
and payphones. Facilities such as lifts, escalators, public telephones, suraus and
public toilets will be provided at all stations. Also, bicycle lanes, bicycle parking and
other facilities for cyclists will be provided where possible at the stations.
Universal access facilities such as ramps, tactile tiles or tactile guided floor
systems, low ticket counter and toilets will also be incorporated at all the stations.
The underground station will be equipped with glazed platform screen doors for
passengers safety. The stations will be designed to ensure passengers
convenience, comfort and safety.
Examples of typical station designs with and without the transit oriented
developments are shown in Plate 3-1 and Plate 3-2.

Plate 3-1
Architects Illustration of a Station Design (Without Transit Oriented Development)
Plate 3-2
Architects Illustration of a Station Design Integrated with Potential Transport Oriented
Development Site

Table 3-3 Proposed Stations Features and Catchment Areas
Height Park & Ride Ridership/year

No. Station Type Catchment Area
(m) Facilities (2020)
1 One Utama Elevated 11 No 142,173 Bandar Utama, Taman Tun Dr Ismail, Mutiara Damansara
2 Damansara Utama Elevated 20 No 88,764 Bandar Utama, Damansara Utama, Kg Sg Kayu Ara
3 Tropicana Elevated 11 Yes 63,770 Damansara Indah, SS 23, BU 11, BU 12
4 Lien Hoe Elevated 13 No 38,700 Taman Bukit Mayang Emas, PJU 1, Taman Mayang Jaya, BU
12, Kg Cempaka
5 Dataran Prima Elevated 13 Yes 140,578 Ara Damansara, Kg Cempaka, SS 2, Taman Megah
6 Persada PLUS Elevated 16 No 72,263 SS 7, SS 3, Taman Putra Damai
7 Station 3 Elevated 19 Yes 91,313 Glenmarie Courts, SS 7
8 Temasya Elevated 16 No 17,500 Temasya Glenmarie, Temasya Industrial Park, Subang Jaya
SS 15, SS 18
9 Glenmarie Elevated 16 No 26,540 HICOM-Glenmarie Industrial Park, Sultan Salahuddin Abdul
Aziz Shah Polytechnic, Subang Hi-Tech Industrial Park, SS
19, Subang Heights, Taman Mutiara Subang
10 Stadium (Grand Elevated 19 Yes 30,443 Section 13, 15, 22
Central)
11 Persiaran Underground -14 No 38,466 Section 13, 9, 12, 20
Hishamuddin
12 Section 14 Elevated 16 No 49,673 Section 14, 9, 19, 18
13 SIRIM Elevated 26 No 16,486 Section 2, 3, 4, 15, 18, 24
14 UiTM Elevated 16 No 49,199 Section 16, 17, 7, UiTM
15 I-City Elevated 11 Yes 16,263 Kg Padang Jawa, Section 7

Issue1.0/ February 2015
Table 3-3 Proposed Stations Features and Catchment Areas (Contd)
Height Park & Ride Ridership/year

No. Station Type Catchment Area
(m) Facilities (2020)
16 Bukit Raja Elevated 13 No 37,111 Bukit Raja Selatan Industrial Area, Taman Perindustrian Bukit
Raja
17 Kawasan 17 Elevated 12 Yes 39,753 Taman Eng Ann, Taman Berkeley, Bandar Baru Klang
18 Jalan Meru Elevated 8 No 56,530 Kawasan 19, Taman Sri Pinang, Taman Sentosa, Batu Belah,
Kg Sg Pinang Dalam, Taman Haji Ismail
19 Klang Elevated 22 Yes 18,018 Taman Wangi, Taman Kota Jaya, Kg Pandan, Bukit Jaya
20 Taman Selatan Elevated 13 No 151,591 Taman Selatan, Taman Palm Grove, Taman Sri Pesona,
Taman Sri Andalas
21 Sri Andalas Elevated 10 Yes 123,756 Taman Bayu Perdana, Taman Chi Liung, Kg Teluk Gadong
Besar, Taman Bayu Emas, Taman Chi Leong
22 Tesco Bukit Tinggi Elevated 20 No 64,28 Bandar Bukit Tinggi, Taman Klang Jaya, Taman Klang Ria
23 AEON Bukit Tinggi Elevated 11 Yes 43,151 Bandar Bukit Tinggi 2, Ambang Botanic
24 Bandar Botanik Elevated 14 No 32,202 Bandar Puteri Klang, Botanic Capital
25 Johan Setia (Depot) Elevated 2 Yes 114,844 Bandar Parklands, Kota Bayuemas, Taman Johan Setia Permai

3.3.3 Depot
The proposed depot will be located at Johan Setia and cover an area of about
28 ha (70 acres) (Figure 3-5). The depot will be equipped to serve the needs for
the storage and maintenance of the Light Rail Vehicles, power supply equipment,
signal equipment telecommunications equipment and automatic fare collections
equipment of the railway network.
The depot area will be fully fenced up where restricted or controlled area will
properly demarcated and enclosed, separated by barriers with designated exit or
entry points. Efficient traffic circulation to/from and within the depot is key aspect for
operation and maintenance. In addition, sufficient space will be required to ensure
easy movement of heavy trucks for loading and unloading.
The facilities that will be provided at the depot include:
a) Stabling tracks
b) Light maintenance pits with fixed roof access platforms and overhead cranes
c) Lifting tracks with screw jacks and overhead cranes
d) Heavy repair tracks
e) Rolling stock workshop
f) Heavy cleaning platforms
g) Automatic train wash plants
h) Plant and equipment for maintenance of the infrastructure
3.4 ROLLING STOCK
The rolling stock is expected to be similar to the existing LRT line where Light Rail
Vehicle (LRV) train will be adopted. A maximum of 6-car train set will be adopted
with maximum carrying capacity of 1,224 passengers is proposed. It will be a
modular type of train, passengers will be able to walk from one end of the train to
the complete opposite end without encountering any barriers.
The train can be configured to a 2, 4 or 6 car-vehicle train. The train design life is 30
years. The general dimension of each car is 20 m long x 2.65 m wide x 3.44 m high.
Each car will have a minimum of 36 seats and 6 passenger doors (3 doors on each
side).
The proposed LRT3 will use full Automatic Train Operation (ATO) driverless
system. There will be longitudinal seating arrangement on both sides with
stanchions and hold bars provided for standing passengers.

Among the available technologies that will improve the performance and efficiency
of the rolling stock are new and improved propulsion control, higher vehicle
acceleration and deceleration (with minimal jerk), light weight car bodies (and
equipment), dynamic interface of vehicle control to signaling, greater safety (door
warning, door obstruction detection, etc.), third (fourth) rail power, GIGA cell battery
bank, improved vehicle articulation, real time information as well as real time
monitoring and recording of data.
The design of the rolling stock and the guide way will be based on appropriate
international standards, as shown in Table 3-4.
Table 3-4 Design Standards for Rolling Stock and Guide Way
Description Standard
Fire tests on building materials and structures Part 6: Method of BS 476: Part 6
test for fire propagation for products
Fire tests on building materials and structures Part 7: Method of BS 476: Part 7
test to determine the classification of the surface spread of flame of
products
Fire tests on building materials and structures Part 20: Method for BS 476: Parts 20: 1987
determination of the fire resistance of elements of construction
(general principles)
Fire tests on building materials and structures Part 22: Methods BS 476: Parts 22: 1987
for determination of the fire resistance of non-loadbearing elements
of construction
Rubber Hoses and Hose Assemblies BS ISO 3862:2009
Graphical symbols and signs Safety signs, including fire safety BS 5499 Part 5:2002
signs Part 5: Signs with specific safety meanings
Code of practice for fire precautions in the design and construction BS 6853 : 1999
of passenger carrying trains
Steel pressure vessels designed for air braking equipment and BS EN 286 Part 3:1995
auxiliary pneumatic equipment for railway rolling stock
Welding Recommendations for welding of metallic materials Part BS EN1011-1:1998
1: General guidance for arc welding
Welding Recommendations for welding of metallic BS EN 1011-2:2001
materials Part 2: Arc welding of ferritic steels
Welding Recommendations for welding of metallic materials Part BS EN 1011-4:2000
4: Arc welding of aluminium and aluminium alloys
Railway applications. Structural requirements of railway vehicle BS EN 12663
bodies
Railway applications. Crashworthiness requirements for railway BS EN 15227
vehicle bodies
Railway applications Electromagnetic compatibility Part 3-2 : BS EN 50121-3-2
Rolling stock - Apparatus

Table 3-4 Design Standards for Rolling Stock and Permanent Way (Contd)
Railway applications Electronic equipment used on rolling stock BS EN 50155:2007
Specification for low-voltage switchgear and control gear, circuit BS EN 60947-2-2003
breakers
Railway applications. Rolling stock equipment, shock and vibration BS EN 61373:1999
tests
Reaction to fire tests for floorings Part 1: Determination of the BS EN ISO 9239 Part 1:2002
burning behaviour using a radiant heat source
Specification for degrees of protection provided by enclosures (IP BS EN 60529:1992
code)
Electromagnetic compatibility. Part 1: General EN 50121-1
Electromagnetic compatibility. Part 2: Emissions of the whole EN 50121-2
railway system to the outside world.
Electromagnetic Compatibility. Part 3.1: Rolling stock Vehicle & EN 50121-3-1
complete vehicle
Compatibility between rolling stock and train detection systems EN 50238
Railway applications The specification and demonstration of EN 50126 / IEC 62278
reliability, availability, maintainability and safety (RAMS)
Railway applications Communications, signalling and processing EN 50128 / IEC62279
systems
Low voltage fuses IEC 269
Railway applications Electric equipment for rolling stock IEC 60077
Electric traction Rotating electrical machines for rail and road IEC 60349:2002
vehicles
Specification for classification of degrees of protection provided by IEC 60529:2001
enclosures
Electronic equipment used on rail vehicles IEC 60571:2006
Secondary cells and batteries containing alkaline or other non-acid IEC 60623:2001
electrolytes Vented nickel-cadmium prismatic rechargeable single
cells
Railway applications. Supply voltages of traction system IEC 60850
Low-voltage switchgear and control gear Part 2: Circuit-breakers IEC 60947-2
Preparation of documents used in electrotechnology Part 1: Rules IEC 61082-1:2006
Reliability Testing Compliance tests for constant failure rate and IEC 61124
constant failure intensity
Railway applications rolling stock testing of rolling stock on IEC 61133:2006
completion of construction and before entry into service
Power converters installed on board rolling stock IEC 61287

Table 3-4 Design Standards for Rolling Stock and Permanent Way (Contd)
Non-destructive testing ISO 9712:2005
Reaction to fire tests for floorings Part 2: Determination of flame ISO 9239 Part 1: 2002
spread at a heat flux level of 25 kW/m2
Resistance to chemicals DIN 51958
Testing of rubber: determination of tensile strength at break, tensile DIN 53504 / BS 903 Part 42
stress at yield, elongation at break and stress values in a tensile test
Slip resistance AS/NZS 3661
Fire Tests Analysis of pyrolysis and combustion gases - Tube NF X 70-100: 1986
furnace method
Standard test method for relative resistance to wear of unglazed ASTM C501
ceramic tile by taber abraser
3.5 TRACKWORK
The track works shall be based on established metro or railway practice and the
current state of the art in track work technology. The maximum operational speed
shall be 90 kmph and the track work designs shall incorporate engineering
solutions, standards, materials and components that have been tested and well
proven in service under similar traffic and operation conditions by other modern
railways or metro systems for a period of not less than five years.
The track system covers the track network that provides support and guidance to
the rolling stock. The track work system will include the following major elements:
Trackwork system rails including fishplates, drilling and welding

Rail fastenings including base plates, bolts rail pads and insulators
Sleepers and rail bearers including non-ballasted track systems
Track foundations including ballast and any associated drainage and capping
layers
Turnouts and crossovers
Derailment containment mechanism where required
Measures to mitigate noise and vibrations
Ducts lay beneath the track to accommodate railway control and
communications equipment wiring
Stray current collection system where provided within the track form
Traction system track and cross bonding
Track permanent markers

The track form for the main line shall comprise of non-ballasted track. This non-
ballasted track support system will be resilient booted mono-block (or twin-block
sleeper) support system, which consists of the running rails being fastened to
concrete sleepers block to secure the track gauge. This type of track will control
ground borne noise and vibrations generated due to the contact between the wheel
and the rail.
The running rails will carry the return current and will be electrically insulated from
earth to prevent earth leakage currents (stray currents). A third rail will be used for
traction power supply distribution.
Ballasted tracks will be used for track installation at the depot for stabling and loop
tracks. Ballasted track is an alternative to the slab track, where the rail is mounted
onto a wooden or concrete sleeper. The sleeper rests on a bed of ballast (crushed
rock) which distributes the loading to the subgrade (the prepared soil on which the
track is constructed). The top ballast is placed between the sleepers and on the
shoulders to provide stability.
The nominal track gauge shall be 1,435 mm for straight tracks and curved tracks
with radius greater than 130 m. The track gauge shall be widened on sharp curves
and for tracks on curves with radius less than or equal to 130 m, the track gauge
shall be widened to a value consequent of track geometry, up to a maximum of
1,445 mm. The track gauge will be widened on sharp curves and the track centre
spacing will be minimum 4,200 mm and will be widened according to actual
alignment geometry and vehicle dynamic envelope. The proposed overall track
specifications are as listed in Table 3-5.
Table 3-5 Overall Track Specifications
No. Characteristic/Particular Value/Standard

1 Track Gauge Standard: 1435 mm
2 Rail Profile UIC 54 (EN-13674-1)
Steel quality Grade 900A/UIC code 860
3 Track Type Ballastless Main line
Ballasted Depot
4 Distance between Track Centre (min) 4200 mm
5 Minimum Radius 130 m Main line
50 m Depot
6 Maximum Grade 3% Main line
5% Connecting Line

Table 3-5 Overall Track Specifications (Contd)
No. Characteristic/Particular Value/Standard

7 Rail Support/Fixation Concrete block sleepers, embedded to
slab
With rubber boots
8 Rail Fastening Elastic fastener (rail clip)
Clamping force: 20 kN
Rail creep resistance: Static 15kN
Dynamic 9.5 kN
9 Rail Joints CWR (Flash Butt or Thermit Welding)
10 Turn Out (Main Line) TO # 6 minimum
Grade 900 A to UIC Code 860
11 Track Slab Cast In-Situ/Pre-cast
Special considerations will also be given to specific environment or conditions

through which the LRT3 will be operating. For example, the need to provide special
noise and/or vibration attenuating track forms to protect adjacent noise and/or
vibration sensitive receptors from any adverse impacts during operation.
3.6 SYSTEM OPERATION
In terms of operation hours, the LRT3 system will operate daily from 6.00 am to
12.00 am (midnight) during normal condition. The proposed peak hour frequency
for the train will be at minimum 2 minutes. The maximum design train speed will be
about 90 km/hr. The maximum operation speed will be 80km/hr. Based on average
speed, the total expected travel time from One Utama Station to Johan Setia
Station is about 51 minutes.
3.6.1 Operations Control Centre
The Operations Control Center (OCC) located at the Johan Setia depot will be the
main control hub for the line.
The functions of the OCC include:
To monitor, control and dispatch train service;

To monitor the equipment as well as control and handle train service at the
degraded and emergency mode operations;
Provide access to station public announcement systems to conduct pre-
recorded or live public announcements to inform and guide passengers;
To coordinate with maintenance departments for maintenance activities,
recoveries and engineering works;

Collect real time information from vehicles;

House the Intrusion Detection and Access Control System, the Automatic
Train Supervision (ATS), Supervisory Control and Data Acquisition (SCADA),
Passenger Information Display System (PIDS), among others;
Control communication to stations via the control room which is connected by
direct line telephone circuits to the station control rooms; and
Provide monitoring of CCTV cameras at all stations.
3.6.2 Signaling and Train Control System
The signaling and train control system for the LRT3 will be an Automatic Train
Control (ATC) system. This system will be based on state of the art, proven in use,
communications based train control technology, using continuous bidirectional
digital communications between intelligent trains and a network of distributed
trackside computers designed for very high system reliability and availability.
The ATC system will supply core functions of the Automatic Train Protection (ATP),
ATO and ATS. It adopts the simple structure and high performance ATP by radio
communication system that is a bidirectional radio communication-based train
control (CBTC) system equipped with the distance measurement function and
based on a radio network.
The system consists of the following:
ATS (traffic control system): to be installed in the OCC

EI (Electronic Interlocking System): to be installed in the station and depot
Station Computer (radio CBTC): to be installed in the station and test track
Vehicle computer (radio CBTC): to be installed one piece in front and rear
each on trains
Basically, the characteristics of the system are:
Composite train location detection pattern using a radio distance

measurement function and vehicle tacho-generator pulse, which enables
moving block through highly accurate location detection.
A system that enables high-speed and high capacity communication for
continuous bidirectional communication between station computer and vehicle
computer.

3.6.3 Traction Power Supply System
Similar to the current LRT system, electrical utility company TNB will supply 33 kV
AC power to the train operator who will convert it to 750 V DC power for train
traction power.
For the power system demand, the following assumptions were made to estimate
the annual energy consumption of the traction power supply system:
3.6 kilowatt-hours (kWh) per car per kilometer

100,000 kms per train
2-car trains (initial operations, at 2 minutes headway) (54 2-car trains)
Sub-total = 3.6 x 100,000 x (54 x 2) = 38,880,000 kWh (for 54 2-car trains)
Traction Power Substations will house major equipment of the power supply
system, some of which are:
Transformer-rectifier units
DC switchgears
AARU & Negative Cubicle
Blue Light Relay Panel
Preferably, Traction Power Substations will be located at passenger stations so that

additional right of way requirements can be avoided. There will be about 18
Traction Power Substations along the whole alignment.
3.6.4 Supervisory Control and Data Acquisition
SCADA system has been proposed to monitor and control the functions of all
equipment during operation. The SCADA system will provide supervisory control of
traction power and auxiliary power supply equipment, facilities electromechanical
equipment as well as that of other systems and subsystems.
SCADA transmissions shall include:
Traction power and auxiliary power alarm, indication and control signals.
Electrical/mechanical status indication and alarms.
Fire detection signals.
Communications systems control, status/indications and alarms.
Any other interfaces and capabilities required for safe, efficient and effective
remote operations.

3.6.5 Passenger Information Display System
The Passenger Information Display System (PIDS) shall provide operational and
safety related messages to the passengers at all stations. The PIDS signs shall be
placed at the platforms and concourse areas of all stations.
The PIDS shall provide automatic software-generated announcements that include:
Information about the route, final destination, time of arrival of the next three
trains approaching a particular platform.
Information on service interruptions or delays.
Emergency Instructions such as for evacuation.
Prohibitive instructions such as No Smoking, Eating, or Drinking;
News, sports, weather (as may be required).
Commercial advertising (as defined).
Day, Date and Time synchronised to a master clock.
Other pre-recorded messages to be determined by the management.
3.6.6 Ticketing
All stations will be fully gated and capable of operating without staff being present to
man ticket vending machine and Automatic Ticketing Gates (ATG). The LRT3 shall
use smart cards (contactless tickets and/or token) as payment and operates on a
closed tag-on tag-off methodology.
Entry tag-on and exit tag-off operational and transaction data shall be recorded by
the ATG and transmitted to the Station Computer System. The gate line shall
comprise entry barriers, exit barriers, reversible barriers and wide barriers for
baggage and wheelchair access. In an emergency situation, gates shall open
automatically when the emergency egress button is pressed.
The Ticket Vending Machines will be installed in the unpaid areas in all the stations.
It shall accept cash coins, cash bills, credit card and possibly online debit, online
credit card payment and pre-payment online for passengers to purchase valid
transport tokens and non-personalised smart card tickets. The Add Fare Machine
shall be installed in the unpaid area and allows the recharging of smartcards.
3.6.7 Feeder Bus System and Park and Ride Facilities
Feeder buses are important as it helps the LRT3 to serve a wider catchment area.
For LRT3, the proposed feeder bus system will use a 12-m electrical buses. The
bus will also be equipped with facilities to serve the physically challenged people.

The feeder buses are currently being planned to ensure better connectivity for the
proposed LRT3. The number of feeder buses required for each station and
proposed routes to serve specific catchment area has been identified. Proposed
distance to be covered by the bus routes ranges from 5 km to 13 km and time taken
for such distances is between 15 minutes to 40 minutes. Examples of individual
feeder bus routes for a few of the stations are shown in Figure 3-6a to Figure 3-6c.
About 20% to 30% of passengers may wish to park their cars or motorcycles at the
LRT station, making the need for Park and Ride facilities crucial. The stations at
which these facilities are proposed were chosen based on adjacent land availability.
Some Park and Ride facilities will utilise existing carpark areas such as at the Shah
Alam Stadium carpark. Table 3-6 shows the estimated required parking bays for
the stations with Park and Ride facilities.
Table 3-6 Parking Bays for Park and Ride Stations
Station Year 2020 Year 2030

Tropicana 156 334
Dataran Prima 231 525
Station 3 264 526
Stadium (Grand Central) 228 465
I-City 144 330
Kawasan 17 138 361
Klang 121 242
Sri Andalas 119 259
AEON Bukit Tinggi 151 708
Johan Setia 163 452
TOTAL 1716 4202
3.7 CONSTRUCTION METHODS
The key construction activities involved in this Project during pre-construction and
construction stage are:
Relocation of utilities
Viaduct construction
Elevated station construction
Underground station construction
Underground tunnel guideway construction
Depot construction

3.7.1 Relocation of Utilities
Before the commencement of the construction works, utilities located along the
alignment will be detected and piloted. This exercise is conducted in order to
facilitate and further determine the utilities that need to be relocated along the
alignment. The types of utilities include TNB transmission line, water and sewer
mains, electrical cables, gas pipes and other underground cables.
A total of about 32 potential relocation works have been identified (Table 3-7). The
actual relocation works will depends on the location of pier identified during the
detailed design stage.
Table 3-7 Potential Utilities Relocation
Type of Utility Potential Relocation

TNB transmission line 24
Water pipeline 8
Total 32
3.7.2 Viaduct Construction
The elevated structures and viaducts will generally be located on the road median
and the road side. Two types of viaduct which are dual track guide way and single
track guide way, will be constructed depending on the station platform type. Single
track guide way will be constructed for island platform while dual track guide way for
side platform. The width for dual track guide way and single guide way is about
8.0 m and 5.2 m respectively.
Generally, the viaduct will consist of reinforced concrete (RC) structures. However,
for segments where very long spans are required or reinforced concrete structures
cannot be adopted, prestressed concrete structures have been found to be more
suitable than reinforced concrete structures for long spans and heavy loads.
The viaduct construction will involve the following major structure components:
Sub-structure
In view of the large imposed loads from the structure and train, the pier columns
supporting the guideway will be on the pile foundation (sub-structure). The sub-
structure consists of pile and pile cap. Design of sub-structure will depend on the
geotechnical conditions and site constraints.

The LRT3 Line traverse highly developed area, various method of pile construction
will be considered and cast-in-situ reinforced concrete bored piles is found to be
most suitable method. If the pier is located in the river, the pile cap top shall be at
least 1.5 m below the deepest river bed.
However, the type of pile to be used at different locations will depends on the
detailed soil investigation results during the detailed design stage.
Superstructure
The superstructure will mainly consist of segmental box girder structure as it is the
most economical, less construction time and currently being used in the existing
LRT system. This segment will be pre-cast at the factory and transport to the site
for installation.
The pre-cast segment of 2.5 m to 3.0 m will be erected using standard span method
for the span varying from 27 m to 36 m (Figure 3-7). Balanced cantilever method
will be adopted if the span ranges from 50 m to 70 m and where it involves major
highways or river crossings (Figure 3-7).
For this Project, balanced cantilever method is expected to be carried out at 20

potential locations as tabulated in Table 3-8.
Table 3-8 Potential Locations for Balanced Cantilever Method
No. Major Road/Highway/River

1 SPRINT Highway
2 New Klang Valley Expressway (NKVE)
3 Persiaran Tropicana
8 Jalan Lapangan Terbang Subang
9 Persiaran Kerjaya
10 Jalan Subang
11 Sg Damansara
12 North South Expressway Central Link (ELITE)
13 Lebuhraya Selat Klang
14 Persiaran Sultan Ibrahim
15 Sg Klang
16 Jalan Langat
17 Lebuhraya Shah Alam

3.7.3 Elevated Station Construction
Elevated station will be designed to accommodate site conditions and constraints.

The platform arrangement can be either side platform or island platform. For this
Project, the elevated stations will be designed as island platform where possible for
ease of operation, passenger comfort and less duplication.
Elevated station construction consists of the following major key works:
Construction of pile cap, column and crosshead

Installation of pre-cast beam that will be launched using mobile or crawler
crane
Construction of concourse and platform level
Architectural finishes and mechanical and electrical works
The station would have a framed structure with concrete column, beams and floors.
To suit the requirements of the surroundings, the roof of the station shall be either
structural steel with metal cladding or RC framed structure with RC slab.
The type of piles to be used will be evaluated on a case by case basis. Bored cast-
in-situ piles are suitable because their construction can be carried out with minimal
disturbance to the surroundings. The use of micro piles may be considered in the
event where the oncoming vertical and lateral loads are less and where space is a
constraint.
3.7.4 Underground Station Construction
Cut and cover construction method will be adopted for the underground station.
Two types of cut and cover methods are being considered:
Cut and cover bottom-up construction method

Cut and cover top-down construction method
In both methods, excavation will be carried out to the required level for installation
of excavation support or retaining walls such as diaphragm wall, Contiguous Bored
Pile walls and others. This will be followed by dewatering of the trench (if required).
For top-down method, construction will commence from the highest basement or
topslab and gradually move down to the lowest basement slab. Back filing works
will be carried out over the completed top slab and the surface of the soil will be
reinstated. At the lowest basement slab, concreting of foundation, beams or slab
sand encase steel plunge column with reinforce concrete will be carried out to form
permanent column (Figure 3-8).

For bottom up method, construction will commence from the bottom base and
gradually move upwards to the top slab. In this method, the tunnel station structure
will be completed before backfilling to final grade and restoring ground surface
(Figure 3-9).
3.7.5 Underground Tunnel Guideway Construction
The tunnel guide way construction methods are similar to the underground station.
In both methods, the main differences are that tunnel top floor and tunnel
foundation and base slab will be constructed instead of installed. This is followed by
construction of tunnel structure upwards and backfilling to final grade and restoring
the ground surface (Figure 3-10 and Figure 3-11).
The estimated volume of excavated material is 30,000 m3 based on the assumption

that the depth and width of excavated material is 15 m by 10 m. The excavated
material will be stockpiled at the designated area on-site before transported and
disposed off at approved landfill site. Potential landfill sites identified at this stage is
at Bukit Tagar Sanitary Landfill.
Based on the estimated quantity of excavated material, the estimated number of

trucks to transport the fill material to the depot area is 50 trips per day. This is
calculated based on 10 trucks with an average of 5 trips per day.
3.7.6 Depot Construction
The depot is located at Johan Setia and covers an area of about 28 ha (70 acres).
The construction of the depot will involve the following works:
Site clearing
Earthworks
Construction of buildings and supporting infrastructure and utilities
3.7.6.1 Site Clearing
Site clearing will involve the removal of shrubs and vegetation within the Project
boundary by means of bulldozers or equivalent machineries.
The total volume of biomass expected to be generated from site clearing works of
about 6.2 tonnes per hectare for naturally regenerated secondary forest after
shifting cultivation. The total volume of biomass generated from the site clearing is
estimated at 174 tonnes (based on the 28 ha). The wastes will be stockpiled for
decomposition at the designated area or spread within the Project site area for soil
erosion measures.

3.7.6.2 Earthworks
The depot site is located on peat soil with existing ground level ranging from RL
5.0 m to RL 15.0 m. The earthworks will involve the removal of existing peat soil or
unsuitable material prior to the filling work.
Based on the preliminary soil investigation conducted during Feasiblity Study,

maximum of about 3.0 m of existing soil will be removed prior to filling work. Based
on this estimated quantity of excavated material is about 2 million m 3. The
excavated material will be stockpiled temporarily at the site prior to disposal at the
Bukit Tagar Sanitary Landfill.
The depot area will be raised to proposed platform level of 8 m. The estimated
quantity of filling material is about 5 million m3. At this stage, the location of the
borrow area has not been identified. However, the borrow area will be identified and
described during the Environmental Management Plan (EMP) preparation stage.
The estimated number of trucks to transport the fill material to the depot area is 120
trips per day. This is calculated based on 20 trucks with an average of 6 trips per
day.
At this stage, it is assumed that all the peat soil will be removed at 3 m depth and
therefore the necessarily of the ground treatment will be determined. However, this
is subjected to the soil investigation result to be carried out during the detailed
design stage. The details of the ground treatment method will be described in the
EMP.
3.7.6.3 Construction of Buildings and Supporting Infrastructure and Utilities
The construction of the facilities within the depot site will entail erection works of the
buildings, installation of mechanical and electrical components as well as
construction of ancillary infrastructures.
The major activities during the construction stage would involve both substructure
and superstructure construction which includes piling, structural, concreting and
infrastructural works.
The construction of the infrastructure and utilities such as internal roads, drains,
water pipes, sewerage pipes, telecommunication lines and electricity cables, would
involve mostly localised excavation.
Approximately 2,000 workers are expected to be involved during peak period of the
construction stage. In view of the nature of the works involved, most of the workers
involved in the construction works except for depot construction are expected to off-
site, most likely at the adjacent residential areas. Workers quarters or kongsi-
house are expected to be built for workers at the depot site.

3.8 PROJECT OPTIONS
Various project options and design concepts were considered and evaluated in
selecting the optimum project design. The options varied according to the physical
characteristics and requirements of each route and site conditions. The project
options can be divided into:
No-Project Option
Alignment Options
The various project options are briefly described below and will be further
elaborated in the following section.
3.8.1 No Project Option
The National Land Public Transport Master and the GKL/KV PTMP have clearly
stated the importance of an efficient, integrated and well-connected public transport
system, particularly for the urban areas which are the major employment centers.
Improved accessibility, connectivity and integration of the existing public transport
are crucial to reduce the traffic congestion. Providing greater accessibility and
mobility for the people has been identified as a key driver not only in terms of
economic growth but also improving quality of life of the people as envisioned by
the government.
Based on the Urban Rail Development Plan (URDP) 2010, for more efficient and
effective public transport it is important that public transport network accessibility be
brought closer to the people and the target is to ensure that 80% of the population
is within 400 m of public transport network. URDP 2010 has also identified
increasing travel demand due to growing population along the western corridor of
Klang Valley, namely, Klang, Shah Alam and Petaling Jaya where the current KTM
is not expected to be able to accommodate such increase. This is further
exacerbated by the already congested roads and highway networks.
The proposed Project has been planned and designed to integrate with the other
transit systems such as the KLJE, KTM, MRT1 and the proposed BRT Federal
Highway in order to significantly improve the public transport network so that the
40:60 modal split for public transport can be achieved. Such integration is critical in
ensuring efficient and well-connected public transport system for the Klang Valley
area.

3.8.2 Alignment Options
Various alignment options were considered and evaluated in the Feasibility Study,
preliminary design and during the EIA prior to selecting the preferred alignment.
Four main criteria have been adopted for the evaluation process as follows:
Ridership (Catchment area in terms of population and employment

concentration) as well as proposed developments within the catchment is
critical
Environmental and social impacts
Engineering and constructability
Economic and financial benefits
The initial study corridor generally encompassed the areas of Kelana Jaya, Shah
Alam and Klang, with an area of approximately 65 km2 (Figure 3-12). An additional
corridor of 8 km2 was added on in Petaling Jaya to connect the LRT3 to the MRT1
for a seamless integration. Different alignment routes were considered and studied
to fit in the corridors.
Prior to selection of the preferred alignment, several rounds of evaluation were

carried out starting with the initial corridor, which led to 10 alignment options
(Figure 3-13). The corridor extends from Klang, Shah Alam, Kelana Jaya and
Petaling Jaya areas.
The evaluation process in the selection of the preferred alignment can be

summarised as follows:
Stretch of
Stage 1 Stage 2 Stage 3 Stage 4 Stage 5
Alignment
Preliminary design/EIA
Feasibility study stage
stage
Klang to Kelana 10
5 alternative
Jaya alternative
alignments 1 Feedback
alignments Proposed
combined from
Extension to 4 2 alignment
alignment stakeholders
MRT1 from alternative alternative
Kelana Jaya alignments alignments

3.8.2.1 Alignment Options during the Feasibility Study Stage
a) Selection of the Kelana Jaya/Bandar Utama Alignment
To connect the LRT3 to the MRT1, (Figure 3-14), four options have been
considered for the Kelana Jaya Bandar Utama alignment. All four alignment
options will start at the Station 3 Station and ended at three alternative locations,
Dataran Sunway, One Utama and Section 16. All alignment options will be
integrated with MRT1 and each option is described in detail as follows:
Option 1: One Utama
The alignment crosses over Jalan Lapangan Terbang Subang from Station 3
Station, passes Subang Toll Plaza and runs along the NKVE towards the
Damansara Toll Plaza and into the SPRINT Highway.
After the Damansara toll, the alignment will traverse towards Bandar Utama area
via Lebuh Bandar Utama and subsequently along Persiaran Bandar Utama until the
proposed One Utama Station. The proposed One Utama Station will be integrated
with MRT 1 One Utama Station.
Option 2: Dataran Sunway
Similar to Option 1, from Station 3 Station the alignment crosses over Jalan
Lapangan Terbang Subang and passes the Subang Toll Plaza and runs along
NKVE until the Tropicana Golf and Country Resort. The alignment then heads
towards Persiaran Surian and Dataran Sunway area to integrate with the MRT1
Dataran Sunway Station.
Option 3: Section 16 via SS2
The alignment crosses over Jalan Lapangan Terbang Subang from Station 3
Station towards SS 7 area and near Paradigm Mall before heading into Jalan
Bahagia. From Jalan Bahagia, the alignment will pass SS 4 and SS 3 areas and
into Jalan SS 2/24, Jalan Universiti, Jalan 17/1 before it crosses SPRINT Highway
to integrate with the MRT 1 at Section 16 Station.
Option 4: Section 16 via SS1/Section 14
Similar to Option 3, the alignment crosses over Jalan Lapangan Terbang Subang
towards Jalan SS 7/2 and near the Subang Country Club. The alignment then
follows Jalan SS 8/4 and Jalan SS 8/39 before its goes into SS 1 area via Jalan
SS 1/11 and Jalan S 1/39. From here, the alignment continues along the existing
Kelana Jaya LRT Line before it follows Jalan Dato Abdul Aziz and Jalan 17/1
before crossing SPRINT Highway to connect with MRT 1 at Section 16 Station.

Option 1 (One Utama Station) was chosen during the Feasibility Stage as it was
found the most suitable in terms of ridership, connecting with other transit systems,
environmental and social impacts, economic and financial impacts as well as
constructability and engineering.
b) Selection of the Shah Alam Alignment
For Shah Alam alignment, five alignment options were considered before preferred
alignment was derived. All five alignments will start at the Persiaran Hishamuddin
(Club Shah Alam Selangor) and ended at Section 7 commercial area along
Persiaran Permai (Figure 3-15).
Option 1
This option follows Persiaran Hishamuddin and Persiaran Dato Menteri, then
crosses the Lebuhraya Kemuning Shah Alam (LKSA) to continue into SIRIM area.
After SIRIM area, the alignment runs along the Federal Highway before turning into
Persiaran Kayangan and subsequently onto Persiaran Permai.
Option 2
Similar to Option 1, the alignment follows Persiaran Hishamuddin and Persiaran

Dato Menteri, then crosses the LKSA and continues into SIRIM area. At SIRIM
area, the alignment turns right onto Persiaran Raja Muda and then Persiaran
Institut, passing through Seksyen 2 and Section 3 areas on its right. The alignment
then turns left to pass through UiTM area and Seksyen 7 area on its right as it
heads towards Persiaran Permai.
Option 3
This option follows Persiaran Hishamuddin and Persiaran Dato Menteri, then
crosses the LKSA to continue along Persiaran Dato Menteri, passing Seksyen 2 on
its left. Just before Seksyen 3, it turns left onto Persiaran Masjid and then passes
through UiTM area to join Persiaran Permai.
Option 4
Goes along Persiaran Hishamuddin but instead of going straight ahead at the
roundabout to join Persiaran Dato Menteri, it turns right at the roundabout to go
along Persiaran Kayangan, passing by Seksyen 9 on its right and Seksyen 10 on its
left. It turns left to go along Persiaran Masjid, passing Seksyen 5, 4 and 3 on its
right before turning right, keeping onto Persiaran Masjid and then turns left onto
Persiaran Kayangan and then right again onto Persiaran Permai.

Option 5
Similar to Option 4, it goes along Persiaran Hishamuddin and turns right at the
roundabout to go along Persiaran Kayangan. It continues along almost the entire
length of Persiaran Kayangan, passing by Seksyen 9 and 6 on its right and
Seksyen 10, 5, 6 and 7 on its left before turning right onto Persiaran Permai.
Option 1 was chosen based on the following advantages:
In terms of ridership, it provides access to Shah Alam town centre and was
the shortest route among the other options, thus reducing travel time. There
is also the possibility of providing access to the south of Federal Highway
(Seksyen 16). It provides a station close to UiTM campus.
In terms of integration with other transit systems, this alignment provides

accessibility to public sectors and the university as well as reaches out to
the industrial community across the Federal Highway. There could be
negative socio-cultural implications due to proximity to the palace and high-
end residential areas (Seksyen 11and 12) but these can be mitigated and
minimised.
As for visual impacts along this alignment, there will be minimal crossing
through populated areas. Also, the alignment will compliment the character
of the Federal Highway as a fast lane zone and will be a minimal distraction
to protocol roads.
c) Selection of the Klang Alignment
Two alignment options were considered for the Klang stretch from Jalan Tengku
Kelana to Persiaran Tengku Ampuan Rahimah. Both options cross the Sg Klang via
Jambatan Mussaeddin or Jambatan Kota Bridge (Figure 3-16).
Option 1
The alignment continues into Jalan Pos Baharu after the roundabout and then runs
along the Jambatan Mussaeddin where the proposed Klang Station will be located
on the southern side of Sg Klang. The alignment then continues along Jalan
Tengku Kelana and Persiaran Tengku Ampuan Rahimah.

Option 2
This option has two proposed stations to cater to the Klang Town area. The
alignment continues into Persiaran Sultan Ibraham at the roundabout and the
proposed Bazaar Klang Station is located just after the roundabout. The alignment
then continues into Jalan Jambatan Kota bridge and subsequently into Jalan
Jambatan Kota, and passes by MPK. The proposed Klang Station is by the Pejabat
Daerah dan Tanah Klang on Jalan Jambatan Kota. After that the alignment joins
Persiaran Tengku Ampuan Rahimah.
Option 1 was chosen during the Feasibility Study based on the following
advantages:
Good integration with the KTM station since the distance between proposed
LRT3 station and KTM station is about 100 m.
Businesses and residents of the Tengku Kelana area would benefit as it the
alignment will make it more convenient to go to Little India of Klang. There is
also the possibility that the streetscapes of Jalan Tengku Kelana and Little
India will be upgraded and enhanced.
Those attending the church, mosque and Hindu temple along Jalan Tengku
Kelana have the option of using LRT3.
Students (SMK Convent, SK Convent 1 and 2) can use the LRT3 to get to
school.
3.8.2.2 Alignment Options during EIA Stage
Alignment options at selected stretches were investigated during the post feasibility
study/EIA stage. The stretches included the Bandar Utama, Bukit Raja and Jalan
Tengku Kelana (Figure 3-17 to Figure 3-19) were further refined from the proposed
alignment. Feedback from stakeholders, obtained during the FGDs conducted (see
Section 5 of this report), were useful inputs into the examination of alignment
options.
a) Options for the Bandar Utama Alignment
Three alignment options were considered for Bandar Utama area (Figure 3-17).
This stretch is from One Utama Station to Tropicana Station.
Option 1 (recommended in the Feasibility Study)
The goes along Persiaran Bandar Utama and turns left onto Lebuh Bandar Utama
and goes along it until it reaches the SPRINT Highway. The alignment turns right to
join the SPRINT Highway and passes the Damansara Toll on its right.

Option 2
For Option 2, alignment goes along Persiaran Bandar Utama and then turns left
onto Jalan Masjid. It goes along Jalan Masjid until it reaches the SPRINT Highway,
where it turns right onto the highway, passing the Damansara Toll on its right.
However, this option is not feasible mainly because Jalan Masjid is a narrow two
lane road with no median and there isnt any suitable location for a station.
Option 3
Option 3, the alignment goes along the length of Sg Kayu Ara from the LDP until
the SPRINT Highway where it turns right onto the highway.
Option 3 was chosen because it would have the least social impacts and most
ridership.
b) Options for the Bukit Raja Kawasan 17 Alignment
Two alignment options were further examined (Figure 3-18).
The alignment turns right onto Lebuhraya Selat Klang from Lebuh Keluli. It travels
along the highway and then turns left to join Jalan Pekan Baru 38.
Option 2
For the alternative alignment for Bukit Raja, instead of turning right onto Lebuhraya
Selat Klang from Lebuh Keluli, the alignment cuts straight across Lebuhraya Selat
Klang and travels a little more south than the preferred alignment and joins Jalan
Pekan Baru 38 again, like the preferred alignment.
Option 2 was chosen as it will serve the population and businesses along Persiaran
Bukit Raja.
c) Options for the Klang Alignment
Four alignment options were re-examined for this stretch (Figure 3-19).
Option 1 alignment runs along the Jambatan Mussaeddin where the proposed
Klang Station will be located on the southern side of Sg Klang. The alignment then
continues along Jalan Tengku Kelana and Persiaran Tengku Ampuan Rahimah.

Option 2
Option 2, the alignment to go along Jalan Jambatan Kota instead of Jambatan

Musaeddin, which would avoid going through Little India. The alignment continues
along Jalan Jambatan Kota and joins Persiaran Tengku Ampuan Rahimah.
Option 3
Option 3, the alignment to go from Jalan Meru to join Jalan Nanas, then continue
across the Sg Klang after which it joins Jalan Raya Barat goes along it until it joins
Persiaran Tengku Ampuan Rahimah. The distance between the KTM Klang and the
LRT3 station for this option would be too inconvenient for passengers as it is about
750 m.
Option 4
Option 4, the alignment to go from Jalan Meru, veer left into the bus station area
and then go across the Sg Klang. Then it goes along Jalan Kota Raja and then
Jalan Raja Jumaat before joining Persiaran Tengku Ampuan Rahimah. For this
option there is space constraint, no road median and high land acquisition.
Option 5
Option 5, the alignment to go underground, requiring about a 12 km underground

tunnel. The cost for this will be very high, requiring approximately RM 14.5 billion.
Based on the stakeholder feedback, the need to protect very old buildings in the
Tengku Kelana area and costs, Option 2 was chosen to minimise social impacts.
3.9 PROJECT IMPLEMENTATION SCHEDULE
The construction of the Project is scheduled to commence in 2016 after all

regulatory approvals have been obtained. The construction period is expected to be
51 months.
The testing and commissioning of the system is expected to be carried out from
May 2020 until August 2020. The LRT3 is expected to be operational by 2020.

N TAMAN TUN
DR ISMAIL
PERSIARAN BANDAR UTAMA SRI

PENTAS
0 0.5km 1km BU 2
TAMAN KAYU
ARA INDAH
LEBUHRAYA
LEGEND BU 7 DAMANSARA - PUCHONG
LEBUHRAYA BARU LEMBAH KLANG (NKVE)
ELEVATED
KBU INTERNATIONAL BU 1
STATIONS COLLEGE BU 10
BRITISH INTERNATIONAL BU 3
P PARK AND RIDE SCHOOL BU 2
SECONDARY
SCHOOL SECONDARY
SCHOOL
TROPICANA
KAMPUNG SS 21
SG. KAYU ARA
DAMANSARA
UTAMA
P
PUNCAK DAMANSARA
CONDOMINIUM
BAYU PUTERI LEBUH
TROPICANA GOLF
APARTMENT SJK TAMIL SMK RAYA
& COUNTRY RESORT EFFINGHAM DAMANSARA SPRIN
JAYA SS 22 T
A
MERCHANT SQUARE
AR
BUSINESS CENTRE
DAMANSARA
U
BU 11 INTAN
AY
SRK TROPICANA
.K
DAMANSARA LEGENDA SMK TROPICANA
SG
DAMANSARA IDAMAN TAMAN BKT
ARA MAYANG EMAS
DAMANSARA
CHEMPAKA
P AMAN SURIA UTAMA
SG
DAMANSARA
.K
VILLA
A
IDAMAN TAMAN
ARA
YU
DAMANSARA SEA
A
WINCHESTER
DATARAN PRIMA
R
A
DATARAN CONDOMINIUM TAMAN

PRIMA MEGAH
D'AMAN CRIMSON
APARTMENT
EVE SUITE
JAL
AN
LAPA TAMAN
NGA MAYANG
N TER
BAN
GS
UBA KELANA TAMAN EMAS
NG IDAMAN
SAUJANA GOLF & PPR LEMBAH

COUNTRY CLUB SUBANG 2 PARKLANE
COMMERCIAL HUB
KELANA D'PUTERA CONDO

KELANA SQUARE
PERSADA ZENITH CORPORATE PARK KAMPUNG
PLUS TENGKU
KELANA MAHKOTA CONDO
TAMAN
KVE ) STERLING CONDO UNIVERSITI
E MB AH KLANG (N
UL
AYA BAR
LEBUHR
GLENMARIE GOLF &
COUNTRY CLUB
Figure 3-1 Segment 1 : One Utama Station - Persada PLUS Station

consulting group
D:\LRT\Fig 3-1 DEIA NEW.dwg

K
A
YU
A
R
A
N
BUKIT
JELUTONG
0 0.75km 1.5km
LEGEND
ELEVATED GLOMAC BOULEVARD
UNDERGROUND TAMAN BOTANI ACCENTRA GLENMARIE

NEGARA
STATIONS GLENMARIE GARDENS
P
P PARK AND RIDE WISMA DRB-HICOM
LEBUHRAYA BARU LEMBAH KLANG (NKVE) GLENMARIE RESIDENCY
PERSIARAN
SULTAN SALAHUDDIN HICOM KERJAYA
PE ABDUL AZIZ SHAH
R
AN
GLENMARIE
SIA POLYTECHNIC INDUSTRIAL
RA TEMASYA
NG
NK PARK INDUSTRIAL TEMASYA SURIA GLENMARIE
AY PARK
YA
AN
GA
KA N
P
RAN
SIA
SEKSYEN
SG. RASAU SEKSYEN
7 9 TESCO
D'KAYANGAN
R
PKNS APARTMENT BATU TIGA
LEB
PE
INDUSTRIAL PARK
PERSIARAN PERSIARAN DATO MENTERI SEKSYEN JALAN SUBANG
UHR
PERMAI SEKSYEN 11 A N SUBANG
ERINDUSTRIAN
14
K UTU JAYA
RSE
BUKIT RAJA SEKSYEN
AYA
SELATAN INDUSTRIAL SEKSYEN 12 PE
AREA UNIVERSITY 2 YA
RA
TECHNOLOGY UH
LEB
ELIT
MARA SHAH ALAM
SIRIM
I-CITY P
E
P
COMMERCIAL
BANDAR BARU SEKSYEN 7
KLANG
KPJ MEDICAL CENTRE SEKSYEN
SRI ACMAR SCHOOL LEBUH KELULI 16
TAMAN MERU KLANG MASJID JAMEK
RAJA TUN UDA
TAMAN WORTHINGTON
AM
LEBUHRAYA
PERSEKUTUAN
GG
SEKSYEN
EN
19
SEKSYEN
RA
.R
18
SA
ULTAN IBRAHIM
SG
AN
AM
SEKSYEN
17
.D
SG
KAMPUNG
SUNGAI KANDIS
NG
LA
TENGKU KELANA
.K
SG
DAR DIRAJA KLANG
Figure 3-2 Segment 2 : Station 3 Station - Bukit Raja Station

consulting group

BANDAR BUKIT
N RAJA
N
IARA
SG. RASAU
RS
PKNS APARTMENT
PE
0 0.75km 1.5km
PERSIARAN
PALM GARDEN APARTMENT TAMAN PERMAI
LEGEND PERINDUSTRIAN
SM KWANG HUA BUKIT RAJA
PELANGI COURT BUKIT RAJA SELATAN INDUSTRIAL
ELEVATED
KAWASAN 17 AREA
STATIONS KLANG PARADE
P PARK AND RIDE I-CITY P
P
SMK MERU TAMAN COMMERCIAL

BANDAR BARU SEKSYEN 7
CHINESE GRAVEYARD ENG ANN
KLANG
SMK TINGGI KLANG KPJ MEDICAL CENTRE
SRI ACMAR SCHOOL LEBUH KELULI
TAMAN MERU KLANG
TAMAN WORTHINGTON
JALAN MERU
JALAN KAPAR LEBUHRAYA
KLANG PERSEKUTUAN
TOWN
CENTRE
MAJLIS PERBANDARAN KLANG

PERSIARAN
SULTAN IBRAHIM
SMK METHODIST GIRL SCHOOL
KLANG DISTRICT OFFICE
P KTMB
KAMPUNG SMK METHODIST ACS KLANG STATION
SUNGAI UDANG
KAWASAN SG. KAMPUNG
NEW KLANG DISTRICT OFFICE COMPLEX 1 KLA SUNGAI KANDIS
NG
MASJID INDIA KLANG
U SA JALAN TENGKU KELANA
D AM SK/SMK CONVENT 1 & 2
A MU TAMAN BANDAR DIRAJA KLANG
AJ BULATAN SIMPANG LIMA
A NR TAMAN
KAMPUNG S IAR SELATAN
DELEK PER
TAMAN CHI LIUNG
SEKOLAH KHAS KLANG TANAH PERKUBURAN
TAMAN PALM GROVE ISLAM LIPAT KAJANG,
KLANG
KAMPUNG
RAJA UDA HOSPITAL TENGKU
AMPUAN RAHIMAH MASJID JAMEK AL-RAHIMAH
BAYU TAMAN SRI ANDALAS

JALAN PERDANA
BATU U P
NJ UR
TAMAN
BAYU TINGGI TAMAN DESA UTAMA TAMAN SRI
SENTOSA JAYA
JALAN LANGAT
TESCO BUKIT TINGGI

BANDAR
BUKIT TINGGI 1 TAMAN DESAWAN
BANDAR BANDAR BOTANIK

BUKIT TINGGI 2
P TAMAN
AEON BUKIT TINGGI
SHOPPING CENTRE SENTOSA
BANDAR
KLINIK KESIHATAN BOTANIC CAPITAL
BANDAR BOTANIK
LEBUHRAYA KESAS
JALAN KLANG - BANTING
JALAN JOHAN SETIA
KOTA BAYUEMAS
BANDAR
PARKLANDS
Figure 3-3 Segment 3 : Kawasan 17 Station - Johan Setia Station

consulting group

ISLAND PLATFORM
SIDE PLATFORM
Source : Prasarana Malaysia Berhad
Figure 3-4 Typical Side and Island Platform Station
EJ 548\Drawings\DEIA NEW\Fig 3-4.cdr

BANDAR
PUTERI
N
0 200m 400m
KAMPUNG
Ja
l
JOHAN
an
TAMAN LEGEND
SETIA
La
SETIA JOHAN SETIA STATION

ng
MULIA
at
DEPOT AREA
RAILWAY TRACK
Jalan Johan Setia
Jalan Pendamaran
TAMAN JOHAN
SETIA PERMAI
TAMAN
JOHAN SETIA
Warehouse
Maintenance TAMAN
Hall SETIA PERMAI
Wash
Plant TAMAN
JOHAN
JOHAN
SETIA
STATION
Ja
lan
Ba
BANDAR
nt
PARKLANDS
ing
Figure 3-5 Depot Area at Johan Setia
EJ 548 DEIA of LRT3\Drawings\DEIA\Fig 3-5.cdr

N
KOTA
DAMANSARA NOT TO SCALE
SERI SELANGOR
GOLF CLUB
SUNWAY
DAMANSARA
BANDAR
UTAMA
Tropicana
Station
TROPICANA GOLF
& COUNTRY RESORT
TROPICANA
STATION
N
TAMAN
MAYANG JAYA
TAMAN
MAYANG
NOT TO SCALE
Persada Plus
SS5
Station
SS7
SUBANG
NATIONAL
GOLF CLUB
PERSADA PLUS
STATION
LEGEND
ALIGNMENT
PROPOSED FEEDER BUS LOOP A
PROPOSED FEEDER BUS LOOP B
Source : Feasibility Study For The Proposed Light Rail Transit Line 3 (Bandar Utama to Klang)
Figure 3-6a Example of Individual Bus Route (Tropicana and Persada PLUS)
EJ 548 DEIA Of LRT3\Drawing\DEIA\Fig 3-6a.cdr

N
NOT TO SCALE
SEKSYEN
5 SEKSYEN
9
SEKSYEN SEKSYEN
3 14
SEKSYEN
11
SEKSYEN
Section 14 12
Station
SECTION 14
STATION
NOT TO SCALE
SEKSYEN
6
SEKSYEN
7
SEKSYEN
3
SEKSYEN
2
UNIVERSITY
TEKNOLOGI
MARA
UiTM
Station
UiTM
STATION
LEGEND
ALIGNMENT
Figure 3-6b Example of Individual Bus Route (Section 14 and UiTM)
EJ 548 DEIA Of LRT3\Drawing\DEIA NEW\Fig 3-6b.cdr

N
TAMAN NOT TO SCALE

SELATAN
TAMAN MENARA
MAJU
TAMAN BAYU TAMAN SRI

PERDANA ANDALAS
KAMPUNG
RAJA UDA Sri Andalas
Station
BANDAR
BUKIT
TINGGI
SRI ANDALAS
STATION
NOT TO SCALE
BANDAR
BUKIT
TINGGI
BANDAR
BUKIT AEON Bukit Tinggi
TINGGI 2 Station
AMBANG
TAMAN BOTANIK
PERINDUSTRIAN
PANDAMARAN
BANDAR
BOTANIK
AEON BUKIT TINGGI

STATION
LEGEND
ALIGNMENT
Figure 3-6c Example of Individual Bus Route (Sri Andalas and AEON Bukit Tinggi)
EJ 548 DEIA Of LRT3\Drawing\DEIA\Fig 3-6c.cdr

Winch Upper Cross Beam
Rear Support Leg Rear Lower Main Truss
Cross Beam
Front Support
Hanger Beams Leg
Front Lower
Direction of Erection
Cross Beam
STANDARD SPANS ERECTION
Rail Beam Hanger Beams

Stitching Beam Upper Cross Beam Lifting Frame
1st pair of field
Stressing Platform segments erected
Alignment/Support by crane
Bracket
Lifting Spreader Beam Stressing Platform

Closure Stitch Formwork
BALANCE CANTILEVER ERECTION FOR SPECIAL CROSSING
Figure 3-7 Construction of Viaduct
EJ 548\Drawings\DEIA\Fig 3-7.cdr
Figure 3-8 Top-down Construction Method for Tunnel Station
APPLY WATERPROOFING AFTER CONSTRUCTION OF WALLS AND ROOF
Figure 3-9 Bottom-up Construction Method for Underground Station
Figure 3-10 Top-down Construction Method for Underground Tunnel Guideway
Figure 3-11 Bottom-up Construction Method for Underground Tunnel Guideway
N
0 2km 4km
Figure 3-12 LRT3 Feasibility Study Corridor
EJ 548 DEIA Of LRT3\Drawing\DEIA\Fig 3-12.cdr

N
NOT TO SCALE
Figure 3-13 Alignment Options (Feasibility Study)
EJ 548 DEIA Of LRT3\Drawing\DEIA\Fig 3-13.cdr

LEGEND
OPTION 1 (CHOSEN OPTION)
OPTION 2
OPTION 3
OPTION 4
Figure 3-14 Kelana Jaya to Bandar Utama Alignment Options (Feasibility Study)
EJ 548 DEIA Of LRT3\Drawings\DEIA\Fig 3-14.cdr

LEGEND
OPTION 2
OPTION 3
OPTION 4
OPTION 5
Figure 3-15 Shah Alam Alignment Options (Feasilibity Study)

LEGEND
OPTION 2
Figure 3-16 Klang Alignment Options (Feasilibity Study)

TAMAN TUN
DR ISMAIL
ONE UTAMA
STATION
MA
TA
RU
N DA
DAMANSARA AN
BA
IAR
UTAMA PE
RS ONE UTAMA
STATION
LD
P
AM
TA
RU
DA
AN
HB
BU
LE
DAMANSARA
UTAMA
YU ARA
STATION DAMANSARA
UTAMA
LDP
SG. KA
CENTRE POINT
STATION
TROPICANA
STATION
SPRINT HIG
HWAY
A
AR
KAMPUNG
U
AY
SG. KAYU ARA
.K
SG
LEGEND
OPTION 1
OPTION 2
Figure 3-17 Bandar Utama Alignment Options (EIA Stage)

PE
RS
IAR
KAMPUNG
AN
TELUK
RA
KAWASAN
JA
6 GADUNG
MU
DA
MU
TAMAN SELATAN
SA
NGKU
STATION PERSIARAN TE AH
AMPUAN RAHIM
NG
OTA
AN K
MBAT
LA
N JA
JALA
.K
SG
KLANG
STATION
JAL
AN
TEN
GK
UK
ELA
NA
KAWASAN
1
KLANG
STATION
JALA
N ME
RU
LEGEND
G OPTION 2
L AN
OPTION 3
.K
SG OPTION 4 (UNDERGROUND)
KTM
Figure 3-18 Klang Alignment Options (EIA Stage)

PERINDUSTRIAN
BUKIT RAJA
PE
RS
IAR
AN
SE
VE
LA
NK
TK
LA
NG
PERSIARAN
SELAT KL
ANG
BUKIT RAJA
STATION
KAWASAN 17
TAMAN
BERKELEY
STATION
BANDAR
BARU KELANG
TAMAN
ENG ANN
UAN
KUT
RSE
RU
E
YA P
HRA
N ME
U
LEB
JALA
JALAN MERU
STATION LEGEND
OPTION 2
Figure 3-19 Bukit Raja Alignment Options (EIA Stage)

Port Klang LRT 3 Environmental Assessment

Cargado por

Información del documento

Título original

Derechos de autor

Formatos disponibles

Compartir este documento

Compartir o incrustar documentos

Opciones para compartir

¿Le pareció útil este documento?

¿Este contenido es inapropiado?

Copyright:

Formatos disponibles

Port Klang LRT 3 Environmental Assessment

Cargado por

Copyright:

Formatos disponibles

Section 3

SECTION 3 : PROJECT DESCRIPTION

3.2 PLANNING AND DESIGN BASIS

3.2.1 Planning Basis

To be the backbone of public transport system to ensure better geographical

Ridership per km based on estimated residential population area within each

ERE Consulting Group 3-1

SECTION 3 : PROJECT DESCRIPTION

Environmental and Social Impacts

Economic and Financial

Construction and operational costs as well as economic returns of the Project

Constructability and Engineering

3.2.2 Design Criteria

ERE Consulting Group 3-2

SECTION 3 : PROJECT DESCRIPTION

Table 3-1 Design Criteria

Horizontal Alignment Design Criteria and Standards

3.2.3 Geological and Geotechnical Considerations

ERE Consulting Group 3-3

SECTION 3 : PROJECT DESCRIPTION

3.3 KEY PROJECT COMPONENTS

Segment 1: One Utama Station Persada PLUS Station (Figure 3-1)

3.3.1 Proposed Alignment

a) Segment 1: One Utama Station Persada PLUS Station

ERE Consulting Group 3-4

SECTION 3 : PROJECT DESCRIPTION

b) Segment 2 : Persada PLUS Station Bukit Raja Station

ERE Consulting Group 3-5

SECTION 3 : PROJECT DESCRIPTION

c) Segment 3 : Bukit Raja Station Johan Setia Station

ERE Consulting Group 3-6

SECTION 3 : PROJECT DESCRIPTION

ERE Consulting Group 3-7

SECTION 3 : PROJECT DESCRIPTION

Table 3-2 Station to Station Distances

Station Station Type Distance (km)

SIRIM UiTM Elevated 0.9

Source: Prasarana Malaysia Berhad

ERE Consulting Group 3-8

SECTION 3 : PROJECT DESCRIPTION

Table 3-2 Station to Station Distances (Contd)

Station Station Type Distance (km)

One Utama Station integration with MRT1 Line

The interchange stations are planned to facilitate transfer of passengers between

ERE Consulting Group 3-9

SECTION 3 : PROJECT DESCRIPTION

ERE Consulting Group 3-10

SECTION 3 : PROJECT DESCRIPTION

ERE Consulting Group 3-11

SECTION 3 : PROJECT DESCRIPTION

Table 3-3 Proposed Stations Features and Catchment Areas

Height Park & Ride Ridership/year

ERE Consulting Group 3-12

SECTION 3 : PROJECT DESCRIPTION

Table 3-3 Proposed Stations Features and Catchment Areas (Contd)

Height Park & Ride Ridership/year

ERE Consulting Group 3-13

SECTION 3 : PROJECT DESCRIPTION

The facilities that will be provided at the depot include:

3.4 ROLLING STOCK

ERE Consulting Group 3-14

SECTION 3 : PROJECT DESCRIPTION

ERE Consulting Group 3-15